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HomeMy WebLinkAbout02/01/2010 Council PacketREVISED WORK SESSION AGENDA CITY OF LINO LAKES CITY COUNCIL Monday, February 1, 2010 Community Room (not televised) 5:30 P.M. 1. Birch Street Corridor Study Update (Anoka County & SRF Consulting) 2. 35W /County Road 14 Interchange Request (from 1 -11 -2010 council meeting) 3. Environmental Board Goals — (See CC Packet Agenda Item 6A) 4. 2011 Budget 5. Chomonix Golf Course Liquor License 6. City Administrator Search 7. Procedural ideas (Mayor Reinert) 8. Update on establishing 501(c)3 for Lino Lakes Volunteers in Police Services Organization Regular Agenda Items Adjourn • • • • WS — Item 1 WORK SESSION STAFF REPORT Work Session Item 1 Date: Council Work Session, February 1, 2010 To: City Council From: Michael Grochala Re: CSAH 34 Corridor Study Update Background The 2008 -2009 Council Goals, Objectives and Management Action Plan included the objective to "Initiate an Access Management Plan for Birch Street (CSAH 34) that includes provisions for pedestrian and bicycle safety improvements." Additionally, the city received a petition in early 2008 requesting improvements to the Ware Road and Birch Street intersection. In response, the City Council approved Resolution No. 08 -34, directing staff to work with Anoka County on a study and incorporate the Ware/Birch intersection. In April of 2009 the council passed Resolution No. 09 -21 entering into a Joint Powers Agreement with Anoka County to prepare a Corridor Study for Birch Street. SRF Consulting Group was retained by Anoka County to complete the study. A review of the corridor plan elements and implementation phases will be provided at the work session by study team members. Additional background and information can be found by accessing the project website at: http://ww2.anokacounty.us/v3_highway/CSAH34 Council Direction No action is necessary. Staff is requesting council comment on the corridor plan and implementation phases. Attachments 1. Project background 1 • CSAH 34 (Birch Street) Corridor Study Project Information - 2/1/2010 • Study Overview This study was undertaken by Anoka County and the City of Lino Lakes in response to concerns expresses by residents and to coordinate future land use and transportation planning decisions along CSAH 34 (Birch Street). As a critical minor arterial, CSAH 34 provides east -west mobility and connectivity through the City of Lino Lakes and Anoka County. Existing congestion and related safety issues during the peak hours are already problematic and conditions are anticipated to further deteriorate over the next 20 plus years without improvement. Several intersections on the west end of the corridor (Hodgson Road, Ware Road, and W. Shadow Lake Drive) currently operate at an unacceptable level of service (LOS) during peak hours and the entire corridor is projected to operate at a LOS F (significant delays) by 2030, if no improvements are made. Attachments 1 and 2 show the existing and forecasted future traffic conditions along the corridor. Study Purpose GOAL: Develop a corridor improvement program so that CSAH 34 (Birch Street) functions as a safe east -west minor arterial. Objective 1: Improve Safety • Address high crash locations • Improve pedestrian crossing of CSAH 34 • Enhance trail linkages across and along the corridor • Identify future traffic signal locations where they are warranted • Enhance emergency vehicle response time Objective 2: Improve Mobility • Reduce current and anticipated future congestion • Reduce delay during AM and PM peak hours • Improve current level of service (LOS) to at least LOS D for key intersections by 2030 Objective 3: Coordinate Transportation Improvements and Land Use Decisions • Implement access management strategies to the greatest extent possible (1/2 -mile full and 1/4 -mile secondary) • Retrofit public and private access where possible in developed areas • Coordinate land use and transportation activities for new development during the platting process • Minimize land acquisition for corridor improvements by trying to stay in the existing 120 -foot right -of- way as much as possible • Accommodate the corridor's present development pattern with sufficient future roadway capacity Study Approach This study was guided by the idea that the corridor improvement plan should address the current traffic and safety needs first, obtain maximum corridor efficiency, and implement future improvements in a staged fashion, as needs arise. Following these themes will ensure that future corridor improvements accomplish the following: • Address future mobility /safety needs, while mitigating property impacts • Maintain neighborhood linkages /cohesion • Keep costs down by making coordinated investments • Reduce land use and transportation conflicts • Future improvements are planned, but will be implemented only when needed • • • Public Involvement There have been several opportunities for public participation during the study. These included: focus group meetings, three public open houses, two City Planning and Zoning Board meetings, a resource agency coordination meeting, and three Neighborhood Advisory Committee (NAC) meetings. The stakeholder comments were summarized, considered and incorporated into the roadway improvement concepts as much as possible. Attachment 3 illustrates the public involvement process used during the study. Safety Analysis A crash analysis for the study corridor was completed and specific safety strategies were developed to address high crash locations along the corridor (CSAH 49, Ware Road, W. Shadow Lake Drive, and the S -curve area). Based on this analysis, short and long term recommendations were prepared and incorporated into the roadway improvement concepts. I -35E Overpass Evaluation The potential for an extension of CSAH 34 and an I -35E overpass connecting to Otter Lake Road was evaluated. Based on this analysis, an I -35E overpass at CSAH 34 was ruled out. However, further study is recommended in order to evaluate the potential for a future I -35E overpass located somewhere between CSAH 34 and CSAH 14 in future commercial areas (possibly Cedar Street). Corridor Improvement Concepts and Evaluation Based on the long -term corridor vision, stakeholder input and technical analysis, three "ultimate" roadway concept alternatives were prepared (two -lane divided, four -lane divided, two -lane /four -lane divided combination, and a no build alternative). These alternatives were evaluated using criteria that support the study purpose and need objectives (e.g., improving safety and mobility along the corridor, and coordinating improvements with land use and the environment). Based on this evaluation, the four - lane /two -lane divided roadway concept alternative was carried forward for further analysis. Also, working with the NAC, a set of guidelines were prepared to determine when corridor access modifications should be undertaken, how long painted or shorten medians could be used, and/or when new streets or backage roads will need to be constructed. Additionally, a pedestrian/bicycle trail system plan was prepared to facilitate future safe crossing of CSAH 34 and to maintain local and regional trail linkages. An optional corridor streetscape plan was also developed to enhance aesthetics and promote neighborhood cohesion. Ultimate Corridor Improvement Footprint (4- Lane /2 -Lane Combination Functional Classification • B -Minor Arterial • B -Minor Arterial Typical Roadway Section • 4 -lane divided, urban section ( with/without right turn lanes) • 2 -lane divided, urban section (with/without right turn lanes) Pedestrian and Bicycle Trails • Trail along north side and south side of CSAH 34 • Trail along north side and south side of CSAH 34 Intersection Spacing Guidelines (preferred goal)' Signal Spacing(preferred goal)' • 1/2 -mile full intersection spacing and 1/4 -mile secondary intersection spacing • 1/2 -mile full intersection spacing and 1/4 -mile secondary intersection spacing • 1/2 -mile • 1/2 -mile Private Access Guidelines • Strongly discourage new private access • Investigate ways to provide alternative access for private businesses and residences over time as opportunities arise. Right -of -Way • 120 feet (roadway surface ranging from 83 to 88 feet) • 120 feet (roadway surface ranging from 59 to 64 feet) The intersection and signal spacing proposed are consistent with the Anoka County Highway Access Spacing Guidelines I • • • Corridor Staging Plan The proposed improvements will not be completed immediately, but instead will be staged over the next 30 plus years, as needs arise. Improvement sequencing will be triggered by safety and capacity needs, corridor development, availability of funding, and benefits from interim improvements. The following phases represent the preliminary corridor improvement staging plan: Intermediate Improvements Improvements such as roadway striping, left/right turn lanes at select intersections, and traffic signals (with raised medians) as warranted and as funding allow (likely Ware Road and West Shadow Lake Drive). Long Range Improvements Capacity improvements at major intersections, traffic signals and raised medians at intersections (as warranted), and painted turn lanes throughout the remainder of the corridor as funding permits. Ultimate Corridor Improvement Plan Four -lane divided roadway (raised medians) on the western portion of the corridor (CSAH 49 to approximately Black Duck Drive), two -lane divided roadway on the eastern segment of the corridor (Black Duck Drive to CSAH 54), trails on both sides of CSAH 34, traffic signals at all major intersections (CSAH 49, Ware Road, West Shadow Lake Drive, Black Duck Drive, CSAH 54, and CSAH 21), left- and right -turn lanes at other intersections, and backage roads or local street connections. As traffic and safety issues will drive the need for improvements, the time periods for each improvement phase are not fixed. Future improvements could be postponed through good land use planning, application of access management guidelines, and construction of interim improvements at intersections. Greater detail on corridor plan elements and implementation phases will be provided at the City Council workshop (February 1, 2010) by study team members. • What are the existing conditions of the corri or igh Crash A/DAF )cations 13,30 VI( a C E o � 0 p O CO' Ca a 0 2 Ware Road 8,300 ADD A/E o High Crash a Locations J Existing and Future Level of Service (LOS) Definition Capacity analysis results identify a Level of Service (LOS), which indicates the quality of traffic flow through on intersection. Intersections ore given a ranking from LOS A through LOS F. The LOS results are based an average delay per vehicle. LOS A indicates the best traffic operation, with vehicles experiencing minimal elays. LOS F indicates an intersection where demand exceeds copodty, or a breakdown of traffic flow. In the Twin Cities Metropolitan area, LOS A through D is generally acceptable by drivers. The standard delay threshold values are identified in the following table: Serve Designs A 8 C D E F Average Control Del per Vehicle (seconds" Less than or equal to 10 > 10-20 > 20.35 > 35 -55 > 55 -80 Over 60 se <. Average Control Delay " <;. per Vehicle (seconds) Less than or equal to 10 > 10 -15 > 15-25 > 25 -35 > 35 -50 Over 50 Description of Traffic Conditions Stable Flow - Low delays; at traffic signals most vehicles do not stop; acceptable LOS Stable Flow - Low delays; at traffic signals some vehicles must stop; acceptable LOS Stable Flow - Moderate delays; at traffic signals some cycle failures; many vehicles must stop; acceptable LOS Approaching Unstable Flow — Moderate delays; at traffic signals cycle failures become noticeable; many more vehicles must stop; limit of acceptable LOS Unstable Flow - Significant delays; at traffic signals cycle failures are frequent; most vehicles required to stop; unacceptable LOS Forced Flow /Failure - Significant delays; at traffic signals many cycle failures occur; most or all vehicles must stop; unacceptable LOS 5- a Q er cer A/C A/C 8,300 / Birch St A/D A/C O t, CO 12th Ave S 7,800 Sherman Lake Rd 0 • B C A/C A/C 7,800 a N CU o W e- c4 .c a) 0 4,000 Legen =Signal = All-way Stop = Side Street Stop x,xxx = Existing 2006 Daily Traffic Volumes — The corridor is currently a 2 -lane undivided facility Level of Service - LOS X AM X PM Overall WS/ Worst Approach LOS Feet Attachment 1 CSAH 34 Corridor Stud in Lino Lakes What are the future conditions of the cor idor forec Est to be? F/F C/F Existing and Future Level of Service (LOS) Definition Capacity analysis results identify o Level of Service (LOS), which indicates the quality of traffic flow through an intersection. Intersections are given a ranking from LOS A through LOS E The LOS results are based on average delay per vehicle. LOS A indicates the best traffic operation, with vehicles experiencing minimal de s. LOS F indicates an intersection where demand exceeds capacity, or a breakdown of traffic flow. In the Twin Cities Metropolitan area, L05 A through O is generally acceptable by drivers. The standard delay threshold values are identified in the following table: ;Service ;;� ignation Average Control Delay per Vehicle (seconds) '` Average Control Delay;- per Vehicle (seconds) Description of Tra Conditions A B C D E F Less than or equal to 10 > 10 -20 > 20 -35 > 35 -55 > 55 -80 Over 80 Less than or equal to 10 > 10 -15 > 15 -25 > 25 -35 > 35 -50 Over 50 Stable Flow - Low delays; at traffic signals most vehicles do not stop; acceptable LOS Stable Flow - Low delays; at traffic signals some vehicles most stop; acceptable LOS Stable Flow - Moderate delays; at traffic signals some cycle failures; many vehicles must stop; acceptable LOS Approaching Unstable Flow — Moderate delays; at traffic signals cycle failures become noticeable; many more vehicles must stop; limit of acceptable LOS Unstable Flow - Significant delays; at traffic signals cycle failures are frequent; most vehicles required to stop; unacceptable LOS Forced Flow /Failure - Significant delays; at traffic signals many cycle failures occur; most or all vehicles must stop; unacceptable LOS 0 to 12,000 CC Y ca J Future o E Lowed Density N -C Residential Future High Density Residential it14,20 F, 10,000 Acr :17-v Legend = Signal • = All -way Stop = Side Street Stop x,xxx = 2030 No-Build Daily Traffic Volumes Level of Service - LOS X AM X PM A/B Overall LOS/ Worst Approach LOS Vehicle /Capacity (V /C) Analysis V/C ratios are a common measure of roadway traffic capacity levels. In a V/C analysis, average daily traffic volumes (ADT) are compared to roadway capacity thresholds to identify existing and future traffic problems. The commonly used capacity threshold for a 2 -lane undivided facility such as CSAH 34 is a maximum ADT of 10,000 to 12,000 vehicles per day. Based on forecasted traffic volumes for CSAH 34, the entire corridor will be at or over capacity by 2030. Attachment 2 CSAH 34 Corridor Stud in Lino Lakes • • Public Participation Process Lino Lakes, City Council and Planning /Zoning Commission Neighborhood Advisory Committee (NAC) Anoka County Public Works Committee Other Agency Stakeholders • Rice Creek Watershed District • Metropolitan Council • Centennial School District Focus Croups Website Newsletter Attachment 3 t • WS — Item 2 WORK SESSION STAFF REPORT Work Session Item 2 Date: Council Work Session, February 1, 2010 To: City Council From: Michael Grochala Re: CSAH 14/35W Interchange Request Background At the January 11, 2010 City Council meeting Mr. James Landsberger, 7849 Main Street, requested the council pursue funding for a interchange at CSAH 14 (Main Street) and I- 35W. The council directed staff to report back with an update on improvements in this area. The council previously discussed this issue in December of 2008 following a similar request by Mr. Landsberger. Prior to 1998 both the city and Anoka County identified CSAH 14 and I -35W as a future interchange location. However, the proposed interchange location was removed from the city's Transportation Plan as part of the 1998 Comprehensive Plan update. This change was made, in part, to increase the economic viability of the Town Center area planned around the Lake Drive and I -3 5 W interchange. It should be noted that while Anoka County identified CSAH 14 and I -35W as a future interchange location, no funding, design or approvals were in place for the construction of an interchange in 1998. The county did include the interchange in it's 5 year CIP's in the mid- 1990's. However, these CIP's never showed funding for design or construction in the current budget year. For the purpose of the county's CIP, a project is "funded" only if there is a number in the current budget year. All the other monies shown in years 2 through 5 are "for planning purposes only ". So this project was never "funded ". In 2004 the city began working with Anoka County to plan the reconstruction of Main Street (CSAH 14) from I -35W to I -35E. Construction of the project began in 2007 and was completed in 2009. The project includes a continuous paved bicycle /pedestrian trail along the entire length of the corridor terminating at both interstate bridges. As part of the planning for the roadway improvement Anoka County prepared an alternative analysis report for the corridor which examined: 1) access improvements to the regional system (I -35W and I -35E) in conjunction with a new highway corridor north of Centerville, and 2) the reconstruction of Main Street on the existing alignment. A review of the area's transportation system revealed that existing CSAH 14 needs to be 1 maintained for access to the regional park and to residents and businesses in Centerville and Lino Lakes. The analysis report included seven regional access alternatives. The alternatives included a "no regional access" alternative as well as several variations of a "northerly by- pass" providing connectivity to both I -35E and I -35W from CSAH 14. The study determined that no additional regional access (i.e., interchange at I- 35W/14) was warranted during the 20 year study period. However, the study recognized that future growth within the study area will necessitate improvements beyond the reconstruction of CSAH 14 in the future. Of the seven alternatives reviewed, the preferred long term improvements included the extension of CSAH 14 easterly north of Peltier Lake and linking to 80th Street and I -35E. The alternative included a future interchange at 80th and I -35E as well as a CSAH 14 /I -35W interchange located approximately 1 mile northeast of the existing overpass (attachment 1). The regional access alternatives were evaluated by both Mn/DOT and the Federal Highway Administration (FHWA). Both concluded that any additional access to the regional system, at any location, would need to be justified (the area must experience significantly higher traffic volumes) before improvements can be considered. Additionally, the local arterial system needs to be fully developed so that it supports the regional system before additional access to the regional system is developed. Based on the study an interchange at the existing overpass at CSAH 14 and I -35W is not proposed or warranted, nor is it included in the County's five year CIP or Mn/DOT's 20 year plan and is therefore unlikely to receive support for federal funding in the short term. The newly constructed trail along CSAH 14 is part of the Regional Trail System and therefore extension of the trail system across I -35W is ultimately eligible for federal funding. The federal funding solicitation process began in September of 2009 for projects anticipated for construction in 2013 and 2014. The City did pass resolution No. 09 -30 supporting Anoka County's application for federal funding of a bicycle overpass. Recommendations for funding will not be known until mid February with final approval in the fall of 2010. Both the City's draft Comprehensive Plan and the Anoka County Transportation Plan include the proposed northerly alignment as recommended in the Alternatives Analysis Report. Additionally, Anoka County has indicated its continued interest in pursuing additional studies of the corridor route and regional access alternatives. The city will continue to work with Anoka County to develop the Main Street northerly by -pass. Additionally, the council recently took action (Resolution No. 09 -116) requesting that Anoka County pursue improvements to the Main Street /Lake Drive intersection to address growing congestion issues. 2 • • • Council Direction No council direction is requested at this time. Staff will be available for comment. Attachments 1. Landsberger letter dated January 11, 2010 2. Resolution No. 09 -30 3. Regional Access Alternatives — Option 4 4. City Future Roadway System (Post 2030) 3 Monday, January 11, 2010 A report on Co. Rd 14 and 35W $y James Landsberger 7676 iin4i,L. s; Good evening, mayor and city council members. First of all let me congratulate the old and new members of this group on their election and willingness to serve the community as members of the Lino Lakes City Council. Secondly I would like to congratulate all those present who participated in the plans to upgrade the intersection of 35E and Co. Rd 14. A lot of dedicated hard work went into the successful resolution of this project. Because of this project, and the upgrade of Co. Rd 14 from Hugo through Centerville to 35W, the entire corridor of Co. Rd 14 as the major route from the City of Anoka through Lino Lakes and on to Hugo and HI 61 is mostly completed. The one glaring omission left to resolve is the intersection of Co. Rd 14 at 35W, currently served by an ancient bridge crossing at 35W with a Narrow Bridge warning posted on both sides, no shoulders on the two lane crossing, and no freeway 35W access. This Co. Rd 14 -35w area is now a growing problem because of the current traffic count along 35W with the new shopping centers in Lino Lakes at Co. Rd 23 and nearby Blaine at the Lexington - 35W exit, both of which have daily trip visits in the many tens of thousands. The major commercial and residential development in Hugo adds significantly to the traffic count and there is major commercial and residential development proposed at Co 14- 35E on the Lino Lakes and Centerville side which will significantly compound the problems. Currently this causes a Large problem at the intersection of county road 23 and Co. Rd. 14, bad enough that it requires police assistance often to clear the intersection. If the county Road 14 and 35w intersection were upgraded to the standard of modified cloverleaf access, as proposed in 1998 by Anoka County, the Co Rd 23 and Co Rd 14 problems would be alleviated by allowing freeway access from the Centerville, Lino Lakes area SE of 35w to the freeway and giving these fast growing areas access to 35w as their route to these major shopping areas and westward to Blaine and Minneapolis. It would also provide Lino Lakes and Blaine better access to 35E and SLPaul.. When Anoka County wisely proposed the modified cloverleaf at Co. Rd 14-35W in 1998 it didn't have Lino Lakes Council support and was abandoned, resulting in the current problems. Instead, an alternate northerly bypass proposal was initiated, hoping to connect 35E to Co Rd 14 through the Rice Creek Watershed near Peltier Lake. This proposal is now dead in any current context because of Federal traffic count 4 requirements, which have been estimated to fall far short until at least 2040 and possibly 2050. At that point the issues of crossing the Rice Creek Watershed will be a hurdle yet to overcome. As I stated the alternate northerly route proposal, up to now supported by Lino Lakes, has been obviated by Federal traffic count requirements and future forecasts to be an unrealizable alternative in the 30 year near future, and is therefore no solution at all to current problems. Meanwhile the CoRd 14 -35W area is the only link along the newly upgraded Co Rd 14 corridor left problematically unresolved, due to the unfeasibility of the alternate northerly route proposal, and problems continue to mount due to recent and continuing development. Fortunately however, in an Anoka County report summarizing the need to upgrade the CoRd 14 and 35W intersection to provide a needed and justified modified cloverleaf freeway access at the old, narrow bridge site overpass at 35W, the county found that the traffic count was feasible as long ago as 1998, and was deemed necessary to provide access to 35W for Lino Lakes and Centerville. Therefore I am seeking the support of the Lino Lakes Mayor and City Council in initiating renewal of the original 1998 proposal by Anoka County for a modified cloverleaf in order to alleviate the current and growing problems of traffic pressure engendered by current, and near future commercial and residential development. Thanks to the decision by the Lino Lakes City Council to seek a bike path overpass at this Co. Rd 14 -35W site for the new bike path serving us in Anoka County Rice Creek Chain of Lakes Regional Park , a favorable political climate has been created for seeking additional funding for finally resolving the problems along the County 14 corridor. Such proposals in the current environmentally conscious political climate have been shown to have excellent chances for successful funding , and have been used as useful tools in getting additional funding for attendant city projects, ( for example the upgrading of the Pierce Butler truck route in St Paul, with funding helped by a newly designated bike path). I would remind you that in President Obama's address to the nation that he favored job creation by funding construction projects, specifically referring to bridge replacement among them. I would also refer you to a local newspaper article praising the new Co 14 -35E interchange, which you helped facilitate, in which the Anoka County Engineer was shown to be opportunistic and adept at seeking favorable conditions in which to get such funding for these type of projects. Because of the necessity to resolve the issues I illustrated and because of the favorable political climate for projects such as this I would again respectfully request your support in attaching the Co14 -35W modified cloverleaf proposal, as originally deemed necessary in 1998, and as the only currently feasible solution, to your proposal for the bike path crossing of 35W. Thank you for your attention to this matter and hopefully to a successful resolution. (X lo & cu Amt var �o� Gallup Council Member introduced the following resolution and moved its adoption: CITY OF LINO LAKES, MINNESOTA RESOLUTION NO. 09 -30 SUPPORTING ANOKA COUNTY FEDERAL FUNDING APPLICATION FOR CSAH 14 WHEREAS, the continued growth of the city and surrounding communities is leading to increasing travel demand along the CSAH 14 corridor, which, if unmanaged, can negatively affect the level of performance, safety and congestion experienced by users of the corridor; and, WHEREAS, community leaders, motorists and road authorities have identified this growing travel demand and development pressure as a concern with potential negative consequences for mobility and safety in the corridor, with the potential to further degrade the performance level now provided by the corridor, and the resulting implications for the economy and quality of life of the region; and, WHEREAS, the existing safety concerns is due, in part, to the fact that there are no pedestrian or bicycle accommodations on the existing CSAH 14 overpass of I -35W. The existing bridge accommodates two through lanes of traffic but does not have wide enough shoulders to accommodate pedestrian and bicyclists and the bridge does not include a sidewalk or a trail. WHEREAS, Anoka County has submitted an application to the Transportation Advisory Board (TAB) to the Metropolitan Council for 2013 and 2014 projects to use federal transportation funds to assist with the construction of a pedestrian /bicycle overpass on CSAH 14 (Main Street). NOW THEREFORE BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF LINO LAKES, MINNESOTA: That the City of Lino Lakes strongly supports the request of Anoka County for federal transportation funds for the construction of a pedestrian /bicycle overpass on CSAH 14 (Main Street). uli. nne Bartell, Ci y Cler J. B- ges:n, Mayor Adopted by the Lino Lakes City Council this 11th day of May 2009. • • • The motion for the adoption of the foregoing resolution was duly seconded by Council Member O'DonneiDnd upon vote being taken thereon, the following voted in favor thereof: Gallup, O'Donnell, Reinert, Stoltz, Bergeson The following voted against same: none Whereupon said resolution was declared duly passed and adopted. FULL BUILDOUT Option 4 Includes • Additional regional access provided at I -35E. • Additional regional access provided at I -35W. • A local connection on the north between County Road 14 and County Road 21 (20th Street). • Full Buildout land uses.. XX = PROJECTED 2030 AVERAGE DAILY TRAFFIC (ADT) .. , COUNTY ROAD 14 PROJECT AREA PLANNED FUTURE IMPROVEMENTS REGIONAL ACCESS IMPROVEMENT ALTERNATIVE m m ' m \.— 0 O m— '— Mum 35,00 OPTION 4 NEW NORTHERLY ALIGNMENT WrmH NEW FREEWAY ACCESS RICE CREEK - CHAIN OF LAKES 41,0 REGIONAL PARK RESERVE �hrm•n \\ Lake Full Build - Option 4 80 w w z AP 77TH ST E Q o � -- F- w The appropriate design of CSAH 34 will be determined by a special study being conducted by the city and county (currently underway). Alp BIRCH rn • ro 84 ROAD 0 r4 WHITE Pr H Si E Future Roadway System (Post -2030) City of Lino Lakes 2030 Comprehensive Plan a ® Existing Full Access Interchange ® Existing Partial Access Interchange (Future Full Access) Future Full Access Interchange N 4,000 0 4,000 Feet Recommended Lanes* Six -Lane Divided Four -Lane Divided Two -Lane Divided ■■•■•■■■ Two -Lane ' For Major and Minor Collectors, Minor Arterials and Principal Arterials except I -35W and I -35E. See "Full Build -out System Needs" of the Transportation Plan for further discussion. Lakes School Open Space/ City Parks County Parks Lino Lakes City Limits Figure 6 -14 July 22, 2009 Prepared by SRF Consulting Group, Inc. J:\ Maps\ 5833Ynxd \FinaIFigures\Figure_6- 14_FB_la nes.mxd • WS — Item #5 WORK SESSION STAFF REPORT Work Session Item #5 Date: February 1, 2010 To: City Council From: Julie Bartell Re: Chomonix Golf Course — Liquor License Background Chomonix golf course is located in the Rice Creek Chain of Lakes Park Reserve and is owned and operated by Anoka County. The golf course has long held a 3.2 on -sale beer license issued through the city. This license allows the sale of 3.2 beverages in the club house and from a beverage cart traveling throughout the course. Anoka County Golf Course and Aquatics Manager Cory Hinz contacted the city last year inquiring about the possibility of upgrading the course's license to allow them to serve strong beer in order that they remain competitive in the golf course business. Upon review of state and local liquor license regulations, staff found that the golf course would not qualify for the state issued wine license that is required to allow the sale of strong beer. The County then inquired about the possibility of obtaining an on -sale intoxicating liquor license (allowing the sale of all types of alcoholic beverages). After some research and an inspection of the premises by the state liquor inspector, staff has been informed by the state that the Chomonix facility qualifies as a restaurant under the state's guidelines thereby qualifying them to apply for an on -sale intoxicating liquor license. The research process also revealed some conflicting language in the City Code in regard to liquor regulations and zoning. The current liquor code includes a requirement for a conditional use permit for outdoor serving areas. Since the zoning code doesn't address this requirement, the city attorney has advised that the council consider removing the condition from the liquor code and that the zoning code be updated to address a golf course /restaurant use. 1 Requested Council Direction Anoka County has submitted an application for an on sale intoxicating liquor license with Sunday sales. Staff wishes to make the council aware of the application as the review process proceeds. When the review of this application is completed, the license request will be submitted to the council for consideration of license approval. The liquor code amendment will also be submitted to the council for consideration. • • Survey information Minnesota golf courses with liquor licenses City /Population Type of license „t, j, B k. Sess tov, I -7o(o CUP or conditions? Notes St. Francis (6500) The Ponds (public) Full liquor Full beverage No No Nothing unique in liquor code Allowed in "quasi public" zoning area Ramsey (20010) The Links at Northfork Rum River Hills Forest Lake (16800) Tanners Brook Forest Hills (private) On sale w /Sunday sales; Club w /Sunday sales No Jordan (4544) Ridges at Sand Creek Full liquor including patio (issued by Scott County) No Not publicly owned North Branch (9978) North Branch Golf Course 3.2 Beer No Entire course is listed as premise Blaine (51002) Tournament Players Club Full On sale liquor No Amended liquor code nine years ago when license was issued Cottage Grove (31774) River Oaks (municipal) Mississippi Dunes (public) Full liquor (both) No River Oaks is owned and license held by city EDA Winona (27221) Two courses (1 public; 1 private) Full on -sale liquor (both) Conditions on outdoor seating area Public course was donated to the city & run by a board; operation contracted out; previously held dub license Greenbush (742) Oak View Golf Club 3.2 off and on sale No On -sale inside; off-sale outside on course Adrian (1233) Adrian County Club (9 hole) 3.2 and set -up (considering request for on sale) No Entire course is premise Stillwater (17215) Stillwater Country Club Club w /Sunday sales No Private — no restrictions noted 694 Aqua Ln, Cirge Pines, MN 55014 Google Maps �� S' ('� © vi k Se S S l Ovl 2 -1 -10 Go )81c maps Address 694 Aqua Ln Lino Lakes, MN 55014 Get Google Maps on your phone Text the word "GMAPS' to 466453 ©2009 Google - Map data ©2009 Google - Page 1 of 1 http: / /www.google. com /maps ?f=q &h1 =en &q= 694 +Aqua +Ln, +Circle +Pines, +MN +55014 &ie =UTF8 &om... 2/1/2010